Railway-traffic-controlling apparatus



Sta [[072 Z P 1929' H. A. THOMPSON 1,728,776

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 24. 1928 2 Sheets-Sheet 1 INVENTOR /7 if. 77-: OmfSOD 2 R ATTORNEY P 17, 1929' H. A. THOMPSON 1,728,776

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 24, 1928 2 Sheets-Sheet 2 E 5 N s Q n m 1 v LL "ab-1 m Q E 5 Q Q3 N lg l\ a 5 $3 g. a k} R R E j 0" Q 3 a v A? A g'Q fi q'fi Q 6 mm 3 1 -13 I INVENTOR.

2)) /./'.Th DJ'TTPSAF; o Q-QZ'W M? ATTORNEY Patented Sept. 17, 1929 UNITED STATES PATENT, OFFICE HOWARD A. THOMPSON, or nnenwoon BOROUGH, rnnneytvnnrn, risers-non to THE UNION SWITCH & SIGNAL COMPANY,

PORA'I'ION OF :PENNSYLVANIA OF SWISSVALE, PElxl'Jf-TSYLVANIA, A COB RAILWAY-TRAFFIii-CONTROLLING APPARATUS i Application filed August 24, 192$. Serial No. 301,842.

My invention relates to railway trallic controlling apparatus and particularly to apparatus for the control of traffic governing de,

Referring to the drawings, the reference: characters 1 and 1 designate the rails of a stretch of railway track, along which traffic moves from station V toward station Z as in dicated by the arrows. Rail 1 is divided by insulated joints 2, to form a plurality of track sections iil3, BC, CD, etc, joints 2 be ing so located that the entering end I of section H is adjacent the departure end of station W, the entering end C of section BC is adjacent the arrival end of station Z, and the leaving end A of section AB is adjacent the departure end of station Z.

Sections D-E, EF, FH, and H-I are included in one track circuit, which is provided with a track relay designated by the reference character LI and connected across rails 1 and 1 adjacent the entering end of section H-I. Current is supplied to this track circuit by a transformer, designated by the reference character 3 and connected through a usual impedance device 1 to rails 1 and 1 adjacent the leaving end D of section D-E. Sections AB, BC, and CD are included in a second track circuit, which is provided with a second track relay designated by the reference character L and connected across rails 1 and 1 adjacent the leaving endA of section A-B. Current is supplied to this track circuit by a transformer, designated by the reference character 3 and connected through a usual impedance de: vice 4 to rails 1 and 1 adjacent the entering end D of section CD. Track relay L shown connected to rails 1 and 1 adjacent the right-handend of section 11-1, is con-j trolled by a track circuit comprising 3 sections and extending through station WV similarly to the track circuit which controls relay r at station Z. I

The primary winding of each of the track transformers 3 s continuously supplied with current by line wires :0 ando, which are in turn continuously supplied with current by generator X. Track relays L are of ,a type provided. with two windings, 7 and 8, winding 7 being connected to the track rails and winding 8 being continuously supplied with current by line "wires 02 and 0. The adjoining sections within each of the'track circuits are connected together tl'irough the primary winding of a transforn'ier 5, the secondary winding of which supplies alternating current to a rectifier G, which supplies direct current for energizing an auxiliary relay designated by the referencecharacter-ii with a suitable distinguishing exponent. Jl-Each rectifier 6 may be niade up-of aplurality of asymmetric unitssirnilar to those disclosed, and claimed in Letters Patentof the United States, No. 1,640,335, granted to L, O. Gron dahl, August '28, 1927; i i f Reference ch aracter-.l?, w-itlia suitable distinguishing exponent, designates a train con- I trolling device located adjacent points I, F, Ill, D, and A,respectively, Eachof these devices operates a circuit controller designated by the reference character ,a'with a distinguishing exponent, contacts of which are shown in connection with devices P, P P and P Train controlling devices P, as here shown, are of a well known type coinmonly used on subway lines of electric rail ways and referred to as the tripper ariu train stop. The position in which these devices affect a train is known asthe tripping position, whereas the position in which they do not affect a train is known as the nonripping position. Train-carried governing means with which such 'a' trainstop cooperates is well known and forms no, part of my present invention, and is therefore not shown in the drawings. I

A signal, designatedby the reference character S with a suitable distinguishing exponent, is placed adjacent points I, E, D, and A. As here shown, these signals are capable of displaying any one of three indications, namely, a clear proceed indication comprising a green light, a caution proceed indication comprising a yellow light, and a stop indication comprising a red light. Home relays for controlling these signals are designated by the reference character M with a suitable distinguishing exponent. A distant relay designated by the reference character 5 is shmvn for signal S ,but the control of this relay be ing of a usual and well known form is omitted from the drawin The lighting circuits are shown for signal S but the lighting circuits for each of the other signals, being e1:- actly similar to those for signal S are omittedfrom the drawings.

A slow pick-up relay T at times causes the operation of step P to its non-tripping position when a train moves slowly enough through section F H, whereas, in accordance with trailic conditions ahead, stop P is left in its tripping position if the train moves at a higher rate of speed through section F-H. Section F H, being provided solely for the control of relay T, will be referred to hereinafter as an auxiliary section, whereas all the other sections, having as their function the control of stops P and signals S, will be referred to as main sections.

Having thus described, in general, the arrangement and location of the various constituent parts comprising my invention, I will now proceed to explain the operation of the apparatus.

As shown inthe drawings, all parts are in their normal condition, that is, the track sections are clear, the train stops are in their nontripping position, and signals S are displaying the clear proceed indication.

With the track sections clear, current flowing along rail 1 passes through the primary winding of each of the transformers 5, thereiy causing each rectifier 6 to energize the respective auxiliary relay K. Relay K being energized, the circuit of relay '1 is open at contact of relay K and relay T is therefore de-energized and its back contact 87-37 is closed.

The stop P is energized by its operating circuit passing from wire 50, through contact 32 of relay K wire 33, contact 3 5: of relay K contact 35 of relay 1?, wire 36, contact 3737" of relay '1, wire ll, contact 42 of re lay Kl, wire 43, contact 44 of relay L wire 47, and the operating mechanism of stop P to wire 0., Stop P is energized by its operating circuit passing from wire a, through contact 18 of relay K contact 19 of relay K wire 20, contact 28 of relay K contact 29 of relay K wire 40, and operating mechanism of stop P to wire 0. Stop P is energized by its operating circuit passing from wire 00, through contact 18 of relay K con tact 19 of relay K wire 20, contact 21 of relay K wires 22 and 25, and operating mechanism of stop P to wire 0. Stop P is energized by its operating circuit passing from wire :17, through contact 9 of relay L contact 10 of relay K contact 11 of relay K wires 12 and 15, and operating mechanism of stop P to wire 0.

At the same time, home relay M is energized by current flowing through the operating circuit. traced for step l? as far as wire li'l. thence through contact 48 of relay L contact 49 of circuit controller a and winding of relay li'l to wire 0. Home relay M is energized by the circuit traced for stop P as far as wire 20, thence through contact 26 of relay K contact 27 of circuit controller (LE, and winding of relay M to wire 0. llelayM is encrgized by the circuit traced for stop P as far contact 10 of relay l1, thence through conact 16 of relay we contact 17 of circuit conroller (6D, and winding of relay M to wire 0.

he circuit by which green lamp G of signal m is lighted passes from wire m, through contact 5252 of relay M contact 53-53 of relay J and lamp G to wire 0.

l will now assume that with all parts in th ir normal condition as thus described, a n rte-energizes relay L at station Ethereby closi w' a stick circuit for stop l passing 'D from wire a2. through contact l-a of relay L contact at; of circuit controller a wire 4?, and the operating mechanism of stop P to wire 0. ll hen the train. enters section H l, stop P will continue energized by its stick circuit until relay L again becomes energized as the train leaves the section immediately in the rear of signal S On the other hand, when the train enters section Hl, relay M becomes deenergized due to the opening of contact of relay l thus causing the green light of signal s to be extinguished and the ligl'it of signal S to be lighted by a circuit 'ough aback contact of relay M similar to t shown for the red light of s nal S l lrz n through Contact 5252 of relay M lVith the train in section l-ll, relays K, K and K continue energized, the current, flowing through transformers 5 for these relays, new PESSlIlQ through the axles of the train instead of through winding 7 of relay L lVhen the train enters section FH, relay E becomes (le-enei;,; ized since the current flowing down rails l and is now shunted between rails 1 and 1 of section FH by the axles of the train. Relays K and K however, continue energized. As the train enters section E-F, relay K becomes (la-energized in like maner as that described for relay K As the train enters section DE, relay K similarlybecomcs ale-energized. Relays K, K K and L now continue de-energized until the train has passed out of section D-E, whereupon all these relays become energized as before.

As the train approaches each of the stops P P and P a stick circuit. similar to that described for step P becomes closed for each of these stops in turn. The stick circuit thus closed for stop P passes from terminal 00, through contact 30 of relay K contact 31 of circuit controller a, wires 39 and 40, and the operating mechanism of stop P to wire 0. The stick circuit for stop P becoming closed when relay K becomes de-energizecl,passes from wire :23, through contact 23 of relay K contact 2% of circuit controllei.'a ,wire 25, and operating mechanism of stop P to wire 0. The stick circuit for stop P which becomes closed when relay K becomes doe-energized, passes from wire 00, through contact 13 of relay K contact 1401 circuit controller a wire 15, and operating mechanism ot' stop P to wire 0. The stick circuits of stops P P and P being closed through back contacts of relays K, K and K all of which continue de-energized until the train passes out of seC- tion DE, stops P P and P will all continue in their non-tripping position until the train passes out of section DE, whereupon all three of these stops will be operated to their tripping position.

As the train has entered section DE, the green light of signal S has been extinguished due to thede-energization of relay M by the opening of contact 26 of relay KF, and the red lamp of signal S has then become lighted by its circuit passing from wire m, through contact 5252 of relay M and lamp R to wire 0. As the train has entered section CD, the green lamp of signal S has similarly been extinguished due to the de-energization of relay M by the opening of contact 16 of relay K and red lamp R of signal S has become lighted by a circuit through a back contact of relay M V/hen the train leaves section CD, current flows from transformer 3 of section C-D along rails 1 andl through transform or 5 at point C, across rails 1 and 1 through the axles of the train, and back to transformer 8, causing relay K? to become energized. The operating circuit of stop P now becomes closed through contact 82 of relay K and stop P is then operated to its non-tripping position, whereupon the control circuit of relay M becomes closed through contact 49 of circuit controller a), causing the yellow lamp of signal S to be lighted by a circuit similar to that which will be described for the yellow lamp of signal S As the train leaves section B-C, relay K becomes energized, in addition to relay K by current now flowing through the axlesof the train across the rails of section AB. The operating circuit for stop P is now closed through contact 18 of relay K and stop P is then operated to its non-tripping positlon.

By the closingof contact 18 of relay K the operating circuit of stop P also becomes closed, and stop P is also operated to'its nontripping position, closing the circuit of relay M through contact 27 of circuit controller a Relay M upon opening its contact 5252 extinguishes the red light of signal 53 and I which then moves to its non-trippii'igposition. The circuit oi relay 1 D is then closed through contactlTot circuit controller a, and relay M then becoming'energized, eX- tinguishes the red light of signal S and causes the yellow lamp of signal S to become lighted. I p

I will now assume thatwhile a train occupies section BG, after having movedout 01 section C-D, a following train enters section FH, de-energizingrelay K? and there,

by completing the pick-up circuit of relay T, from wire m, through contact 50 of relay K contact 51 of relay K and winding of relay '1 to wire 0. It the train now proceeds slowly enough through section FH, relay '1 will become energized before relay K becomes Clo-energized and opens contact 51. Relay T, upon becoming energized, closes a second opcrating circuit for stop P passing "from wire a, through contact 82 of relay K, wire 33,

contact 34 of relay K contact 35 of relay K wire 36, contact 3737 of relay T, wires 38, 39, and 40, and operating mechanismof stop P to wire 0. Stop P thereupon becomes operated to its non-tripping position while the preceding train is still in section BC.

I Will now assumethat, on the other hand,

the followingtrain, instead oil. moving slowly through section F H, travels at such a speed that relay T does not close its front contact before relay K becomes tie-energized. Stop P then continues in its tripping position, causing the application of the brakes of the following train. 1

From the foregoing description, it is clear that by the use of transformers 5 and auxiliary relays K the control of stops P and sig nals S isaccomplished with only two instead of seven track circuits as commonly used between points I and A. I p 'b Although I have herein shown and de scribed only one form of railway traiiic 'con trolling apparatus embodying my invention,

it is understood that various changes and modifications may be made therein within the scope of the i-IPPGIIClGCl'ClELlIIlS w thout depart-,

llt)

ing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. A train controlling system, comprising a stretch of railway track divided into sections, a plurality of track circuits each including a track relay and a plurality of said track sections as well as a source of alternating currentand for each junction between sections within said track circuit a transformer through the primary winding of which current flows from one section to the adjoining section at said junction, auxiliary control means respectively supplied with current by the secondary winding of each of said transformers, a plurality of tracliway devices .ad j acent said stretch of track and arranged to co-operate with train carried governing means for at times controlling the movement of a train over said stretch of track and means for controlling said d vice by said track relays and by said auxiliary control means.

2. A train controlling system, coinpris ing a stretch of railway track divided into sections, a plurality of track circuits each including a track relay and a plurality of said track sections connected in as well as a source of current and for each unction between sections witnin each track circuit an auxiliary control meansenergized by current from one section flowing into the adjoining section at said junction, a plurality of trackway devices adjacent said stretch of track and arranged to co-operatewith train carried governing means for at times controlling the movement of a train over said stretch of track, and means for controlling said devices by said track relays and by said auxiliary control means.

3. A train stop system, comprising a stretch of railway track divided into sections, a plurality of track circuits each including a track relay and a plurality of said track sections connected in series as well as a source of current and for each junction between sections within each track circuit an auxiliary control means energized by current flowing from one section into the adjoining section at said junction, a plurality of tripper arm train stops adjacent said stretch of track and arranged to co-operate with train carried governing means for at times stopping a train, and means forcontrolling said train stops by said track relays and by said auxiliary control means.

' 4. A train controlling system, comprising a stretch of railway track divided into sections,

a plurality of track circuits each including a track relay and a plurality of said track sections connected in series as well as a source of current and for each junction between sections within each track circuit an auxiliary control means energized by current from one section flowing into the adjoining section at said junction, a plurality of trackway devices adjacent said stretch of track and arr nge'd to co-operate with train carried governing means for at times cont-rolling the movement of a train over said stretch of track, means for controlling said devices by said track relays and by said auxiliary control means, a plurality of signals adjacent said stretch of track for governing the movement of trains oversaid stretch, and means for controlling said signals by said track relays and by said auxiliary control means.

5. in a station-to-station train controlling for governing the movement of tratlic in one direction comprising a stretch of railway track divided into sections including a first main section the entering end of which is adjacent the departure end of a station, an auxiliary section adjoining the leaving end of said first main section, a second main sec tion adjoining the leaving end of said auxiliary section, a'third main section adjoining the leaving end of said second main section, a fourth main section adjoining the leaving end of saidthird main section, a fifth main section the entering end of which is adjacent the arrival end of a second station and adjoins the leaving end of said fourth main section, a sixth main sect-ion the entering end of which adjoins the leaving end of said fifth main section and the leaving end of which is adjacent the departure end of said second station, a first, a second, a third, and a fourth trackway device adjacent the entering end of said first and second and third and fourth main sections, respectively, each said track- Way device being arranged to co-operate with train carried governing means for at times controlling the movement of a train while said train is proceeding over. said stretch of track, a first track circuit including said first and second and third main sections and said auxiliary section in series as well as a source supplying current to the leaving end of said third main section and a track relay connected across the rails at the entering end of said first main section and also including a first auxiliary control means energized by CUF- rent flowing from said auxiliary to said first main section and a second auxiliary control means energized by current flowing from said second main section to said auxiliary section and a third auxiliary control means onergized by current flowing from said third to said second main section, a second track circuit including said fourth and fifth and sixth main sections in series as well as a source supplying current to the entering end of said fourth main sect-ion and a second track relay connected across the rails at the leaving end of said sixth main section and also including a fourth auxiliary control means energized current flowing from said fourth to said fifth main section and a fifth auxiliary control nieans energized by current flowing from said fifth to said sixth main section, a first, a second, a third, a fourth, and a fifth auxiliary relay controlled respectively by said first and second and third and fourth and fifth auxiliary control means, a slow pick-up relay controlled by a back contact of said first auxiliary relay and a front contact of said second auxiliary relay, a pick-up circuit for said first device controlled by a front contact of said first track relay and by a back con tact of said slow pick-up relay as well as by a front contact of each of said first and second and third and fourth auxiliary relays, a stick circuit for said first device controlled by a back contact of the track relay for a track circuit in the rear of said device, a first pick-up circuit for said second device controlled by a front contact of each of said second and third and fourth and fifth auxil iary relays, a second pick-up circuit for said second device controlled by a front contact of each of said second and third and fourth auxiliary relays and said slow pick-up relay, a stick circuit for said second device controlled by a back contact of said first auxiliary relay, a pick-up circuit for said thi d device controlled by a front contact of each of said third and fourth and fifth auxiliary relays, a stick circuit for said third device controlled by a back contact of said second auxiliary relay, a pick-up circuit for said fourth device controlled by a front contact of each of said fourth and fifth auxiliary relays and said second track relay, a stick circuit for said fourth device controlled by a back contact of said third auxiliary relay, a signal adjacent each of said first and third and fourth devices and capable of displaying a proceed or a stop indication, a signal control relay for each of said signals, each of which signal control relays is controlled by a normally closed contact of the adjacent trackWay device and by like contacts of the same relays as control said adjacent device, and means for controlling each of said signals by the respective signal control relay.

ln combination, a stretch of railway track comprising a first section, a second section adjoining said first section, a third section adjoining said second section, a track circuit for said first section including a track relay, a track circuit for said second and third sections includingsaid second and third sections in series and a second track relay connected to the rails of said third section as Well as a source supplying current to the rails of said second section and an auxiliary control means energized by current supplied from said second section to said third section, a signal for controlling traffic according to track conditions in said first and second sections, a second signal for controlling traffic according to track conditions in said second and third sections, means for controlling said tion adjoining) trolling said second signal by said second track relay.

7. In combination, a stretch of railway track comprising a first section, a second secsaid first section, a third sectien adjoining said second section, a track circuit for said first section including a track relay, a track circuit forsaid second and third sections including said second and third sections in series and a second track relay 0011- I noctcd to therails of said third section as Well as a source supplying current to the rails of said second section and an auxiliary control n'ieans energized by current supplied from said second section to said third section, a trackivay device for governing trailic according to track conditions in said first and. second sections, a second trackway device for governin tra'llic according to track conditions in said second and third sections, means for controlling said first device by said first track relay and said auxiliary control means, and means for controlling said second device said second track relay.

8 In combination, a stretch of railway track comprising; a first section, a second section adjoining said first section, a third sec tion adjoining said second section, a track circuit for said first section including a track relay, a track circuit for said second and third sections including said second and third sections in series and a second track relay connected to the rails of said third section as Well as a source supplying current to the rails of said second section and an auxiliary control ineans energized by current supplied from said second section to said third section, a tripper arin train stop for operating traincarried gover gineans according to track conditions in id first and second sections, a lipCC'lld tripper arm train stop for operating train-carried governing means according to track conditions in said second and third sections, means for controlling said first train stop by said first track relay and said auxiliary control means, and means for controlling said second train stop by said second track relay. I

In testimony whereof I aiiix my signature.

HOWARD A. 'lI-IOMPSON.

by c 

